Out board bogie control arm and an improved in board bogie control arms for steering wheels and axles of bogies for railway wagons and carriages

ABSTRACT

An improved bogie control arm for steering wheels and axles of bogies comprising of two pairs of C-type control arm made out of rolled steel channel section which has been flared by splitting the web and thereafter welding profile cut steel plates, two pairs of fabricated adoptor is connected to said control arm by means of welding or rivetting, said fabricated adopter is provided with rubber spring as primary suspension, said two pairs of ‘C’-type control arms are connected to each other by means of cross struts and pins.

FIELD OF INVENTION

[0001] This invention relates to an outboard bogie control arm and animproved inboard bogie control arm for steering wheels and axles ofbogies for Railway wagons and carriages.

[0002] Cast steel bogies with three pieces ‘H’ frame comprising two sideframes and a bolster connecting the side frames are very much in usethroughout the world railways for carrying wagons with heavy freight andat high speed.

BACKGROUND OF THE INVENTION

[0003] This conventional bogie has two pairs of wheels with axles viz afront pair of wheels and a rear pair of wheels for facilitating runningof the wagon on rails. The wheels are firmly fitted on axle whichrotates together while running and are held in position by the ‘H’ frameat end of axles through boxes. It is the ‘H’ frame which plays a majorpart for the total behaviour of the bogie.

[0004] There are disadvantages associated with the existing system of‘H’ frame bogies.

[0005] One of the main disadvantages associated with the present systemof conventional ‘H’ frame bogies is that when the wheels run on a pairof straight rail tracks, when there is a perfect alignment between thewheel flange and rail head and the wear of the wheel flange and railhead may be minimum.

[0006] This in general is not practicable during manufacture. Whentolerances are applied the trueness of geometry is affected and wearpropensity increases. Also when the wheels negotiate a curved track thewheel flange strikes the rail head at an angle called angle of theattack. Due to continuous rubbing of the wheel flange on rail head bothwears very fast.

[0007] This phenomenon aggravates further with higher speed and higherhaulage load. Since neither the speed nor the haulage loads could bereduced for economic reasons, this wheel wears can not be avoided inconventional bogie wheels and rail heads.

[0008] Another disadvantages associated with the present system ofconventional ‘H’ frame bogies is that the bogie frame oscillatescontinuously and the rubbing faces wears rapidly causing increase inclearances between the ‘H’ frame and axle boxes of the wheels. Even whenthe frame is new, due to initial clearances, the conventional bogietends to become unstable exhibiting a behaviour called ‘hunting’ atspeed above 50/55 k.m.p.h on straight track. This gets further agravatedby a host of other factors like increased clearances, higher speed,higher axle loading, track/car geometry and rail profile.

[0009] Yet another disadvantage associated with the present conventional‘H’ frame bogies is that the front pair of wheels and the rear pair ofwheels being independent of each other and having clearances to playnever negotiate the track rail tangentially.

[0010] In view of all above disadvantagaes, a fast moving bogie eitheron Tangent Track or when trying to negotiate a curved track will haveits alignment lost because of lozenging effect of ‘H’ frame. Hence angleof attack, i.e. angle subtended by the wheel flange and rail head shallbe very much high. Even in a bogie where the wheels are almost squarelywith the frame, the angle of attack is of quite considerable amount.

[0011] As a result a conventional bogie is prone to:

[0012] a) excessive wheel wear,

[0013] b) wear of rail head and loss of rail head profile,

[0014] c) derailment caused by (a) & (b) above.

[0015] To overcome these disadvantages various attempt were made toimprove the life of the bogie and the safety of operation at high speed.These are briefly described below:

[0016] 1. Lubrication of rail head for reducing wheel wear and rail wearby automatic spraying of oil at the negotiating curved track.

[0017] This has not been found very much productive/effective in view ofwheels touching the rails at a very wide angle and at a very high speedand high momentum value.

[0018] 2. Cross Brace Bogie has been developed to maintain alignment ofbogie/truck wheels by providing cross bracings diagonally for meetingwheel alignment or squarity at each diagonally opposite ends of thebogie.

[0019] The system suffers from being too fragile for heavy rough workneeded for wagons or freight cars moving at high speed over rough trackcondition. The system definitely requires repeated maintenance. Thereplacement costs are quite high.

[0020] 3. C-Type Cast Steel Steering Arm is a single piece castingconnected with the axle box adopter at end of axles. This single piececasting is very heavy and reduces the carrying capacity appreciably tothe extent of its self weight. This system requires side lining of thewagon/car for a considerable period for maintenance or over hauling ofthe steering device or the bogie.

[0021] The wagon superstructure is to be fully removed to have accessfor even general maintenance work required for the Bogie steering arms.Even a localised defect may require total replacement of the armresulting into added cost. Adopters are connected only on inside lugsresulting into lesser amount of grip on axle journals.

[0022] 4. C-Type fabricated Mild Steel Steering Arm has so far beendesigned with welded flat sections involving large amount of weld metaldeposition which leads to distortions of the arm after welding. Theseare rectified by heavy press work which causes internal stresses in thearm as well as in the weld bids. The initial distortion tries to comeback due to constant stress and stress during service and the geometrygets lost.

[0023] Out of the above four types of improved bogies, the last onenamely the ‘C-type fabricated mild steel steering arm’ has partiallyimproved the performance but for the drawbacks or disadvantages asmentioned.

[0024] There are many types of steering bogies which are in servicemostly in Metre Gauge and some in the Standard Gauge. The Metre Gaugebogies are known as “Scheffel Cross Anchor Bogie” which run on 1067 mmtrack gauge. There are other versions of this bogie known as “BarberRadial”, “Amsted AR-1” and “Amsted AR2” which are on the 1435 mm trackgauge. These bogies have the ‘C’ Arms only for in-board type ofdifferent constructional details.

[0025] The present invention is for improved and easy construction ofin-board steering mechanism and also newly invented out-board steeringmechanism.

[0026] There is no steering bogies where the steering device can beretrofitted on the existing bogies in service. This type of steeringmechanism of the inventor has the ability to render the vendor toretrofitment on the existing bogies. In addition to such retrofitment,the same will additionally accommodate retrofitment of clasp Brake andBogie Mounted Brake.

SUMMARY OF THE INVENTION

[0027] Therefore the main object of the present invention is to proposean improved bogie which when used for high speed run has less wear withincreased life and light safety standard.

[0028] This invention provides for the control arms device for out-boardor in-board application. In all cases scope is given for incorporatingclasp brakes or bogie mounted brakes of single shoe type or bogiemounted brakes of clasp brake types.

[0029] According to the present invention there is provided an outboardbogie control arm and an improved bogie control arm for steering wheelsand axles of bogies for railway wagons and carriages comprising of twopairs of C-type control arms made of M.S. fabrication or cast steel, twopairs of fabricated adopter is connected to said control arm by means ofwelding or rivetting or huck bolt, said fabricated adopter is providedwith rubber spring as primary suspension, said two pairs of ‘C’ typecontrol arms are connected to each other by means of cross struts andpins.

[0030] The C-arms of both the types of this invention may be fabricatedor cast steel.

[0031] The nature of the invention, its objective and further advantagesresiding in the same will be apparent from the following descriptionmade with reference to the non-limiting exemplary embodiments of theinvention represented in the drawings:

BRIEF DESCRIPTION OF THE DRAWINGS

[0032]FIG. 1a shows the angle of attack of leading wheel incurve-example of maximum positive angle of attack.

[0033]FIG. 1b same as FIG.-A but with normal positive angle of attack.

[0034]FIG. 1c same as FIG.-A but with zero angle of attack.

[0035]FIG. 1d shows the profile of a new wheel 1 to 20 taper acrosstread.

[0036]FIG. 1e shows a worn wheel tread worn hollow with reversecurvature.

[0037]FIG. 2 shows an elevation of the bogie assembly of our invention.This is out-board version.

[0038]FIG. 3 shows a plan view of the bogie assembly of FIG. 2.

[0039]FIG. 2A shows an elevation of the bogie assembly of our inventionwith an alternative embodiment of the control arm. This in-boardversion.

[0040]FIG. 3A shows plan view of the bogie assembly of FIG. 2A.

[0041]FIG. 4 shows plan view of detail of the control arm for out-boardtype.

[0042]FIG. 5 shows the elevation view of FIG. 4

[0043]FIGS. 6 & 6A shows constructive detail of the control arm forin-board type.

[0044]FIG. 6B shows enlarge section B-B of the control arm shown inFIGS. 6 & 6A.

[0045]FIG. 6C shows enlarge section A-A of the control arm shown inFIGS. 6 & 6A

[0046]FIG. 7A shows the detail of the strut.

[0047]FIG. 7B shows the plan view of the strut as in FIG. 7A.

DETAILED DESCRIPTION

[0048]FIGS. 1a, 1 b, 1 c illustrates three different exemplary angles ofattack which has been described earlier. FIGS. 1d and 1 e illustratetread profile when new and after it has been worn out. The object of theinvention is to propose a bogie which improves the angle of attackduring negotiating a curve. So worn out of the tread is minimised andthe Wagon or freight car with the improved bogie can negotiate the curveat higher speed.

[0049]FIGS. 2 and 3 shows the improved bogie of our invention without-board ‘C’ Arm and FIGS. 2A and 3A shows the improved bogie within-board Arm.

[0050] The bogie primarily comprises of an ‘H’ frame formed by thebolster (2) and a pair of side frames (1 a, 1 b). The two side framesare mounted over the axle boxes (4) of the wheels and axles (3 a, 3 b).Two C-type arms, one for out-board application (5 a, 6 a; 5 b, 6 b) orfor in-board application (5′a, 5′b; 6′a and (6′b) used in pair andcomprises the control arms for each axle (3 a, 3 b).

[0051] The two pairs of ‘C’ type control arms are connected by twonumbers of cross struts (9) by means of pins (10).

[0052] The details of the cross struts (9) has been illustrated in FIGS.7A and 7B. The cross struts (9) has been made in such a way that thedistance between its eye centres can be made exact to its requirement bythe help of its screwed type eye ends (12), nuts (14, 15) and back nuts(13). This arrangement provides improved steering of the axles.

[0053] The eye ends (12) have been fitted with spherical bearing (11) tocontrol the level differences of the axles (3 a, 3 b) while running onrough rail tracks.

[0054] Four numbers of M.S. fabricated adoptor (7) is connected with theC-type control arms 5 a, 6 a, 5 b, 6 b for out-board application and5′a, 6′a, 5′b and 6′b for in-board application by means of welding orrivetting or bolting or huck bolting. The fabricated adopter (7) isprovided with rubber spring as primary suspension which has differentstiffness for longitudinal and lateral direction which gives improvedriding characteristic of the bogie.

[0055] The C-type control arms (5 a, 6 a; 5 b, 6 b and/or 5′a, 6′a, 5′b,6′b) have been illustrated in detail in FIGS. 4 and 5 for out-board typeand FIGS. 6, 6A, 6B and 6C for in-board type. These C-arms may be madeof cast steel or may be made by other type of fabrication from mildsteel.

[0056] These design of C-type arms provide

[0057] a) adequate strength

[0058] b) less welding in comparison to other design of fabricated type.

[0059] c) lesser distortion due to lesser welding,

[0060] d) lesser weight in comparison to other design

[0061] The normal invention of C-type arms (5 a, 6 a, 5 b, 6 b) forout-board type 5′a, 6′a, 5′b, 6′b for in-board type and struts (9) isnovel and can be retrofitted in existing bogies with minor modificationor without any modification irrespective of its wheel diameter, trackgauge or make.

[0062] The novel features of the invention of C-type control arm (5 a, 6a; 5 b, 6 b for out-board type and 5′a, 6′a, 5′b, 6′b for in-boardapplication) and its cross struts (9) can be easily mounted ordismounted without the necessity of disturbing any major structure ofthe wagon, either for overhaul repair or replacement.

[0063] The novel control arm (5 a, 5 b; 6 a, 6 b) for out-boardapplication and 5′a, 5′b, 6′a 6′b for in-board application) for steeringarrangement for bogies/trucks with the angle of wheels (axes) accordingto the curvature of the track rails i.e. tangentially to the track railsand minimise the wear of wheel flange and rail heads.

[0064] The novel control arm (5 a, 5 b; 6 a, 6 b for out-boardapplication and 5′a, 5′b, 6′a, 6′b for in-board application) for selfsteering arrangement when fitted on bogies shall prevent de-railment ofthe wagon/freight car while carrying heavy hauls at higher speeds.

[0065] The novel control arm (5 a, 5 b; 6 a, 6 b for out-boardapplication and 5′a, 5′b, 6′a, 6′b for in-board application) and strut(9) for self steering arrangement shall enable the wagon, when itsbogies are being fitted with these to carry/haul substantial amount offreight at a higher speed of 100 k.m.p.h or more and thereby making thehaulage of goods more economical.

[0066] The novel design of control arm (5 a, 5 b; 6 a, 6 b for out boardApplication and 5′a, 5′b, 6′a, 6′b for in-board application can befitted/dismantled quicker than other such system requiring lesser timefor repair, overhaul or change.

[0067] The novel design has primary suspension spring of rubber at axlebox adoptor which has higher stiffness in the longitudinal direction andlesser stiffness in the lateral direction which attribute a good ridingcharacteristics of the bogies at higher speed when fitted with thisarrangement.

[0068] The primary suspension is also carried out alternatively in adual stage of suspension with a combination of coil springs with rubberspring and/or leaf spring with rubber spring, conical rubber spring andcylindrical rubber spring.

[0069] This type of dual suspension ensures high speed stabilities inthe empty mode on Wagons with very light construction. The higherdeflection as a result of this type of suspension, restrict the unsprungmass of the vehicle system to the mass of the wheel sets only. This islightest possible unsprung mass that is possible in a rail road vehicleconstruction and this feature help increasing the life of the track andalso subsequently increases the interval time between every twomaintenance cycles.

[0070] The novel control arm (5 a, 5 b; 6 a, 6 b for out-boardapplication 5′a, 5′b, 6′a, 6′b for in-board application) for selfsteering arrangement and all its related components can be manufacturedindigenously and at low cost.

[0071] This novel design permits negotiation of curves and trackirregularities without the wheel flange coming into contact with therail and the few occassion that it does, it will be a trailing contactand not a leading contact.

[0072] The invention described hereinabove is in relation to anon-limiting embodiment and as defined by the accompanying claims.

What is claimed:
 1. An outboard bogie control arm and an improvedin-board bogie control arm for steering wheels and axles of bogies forrailway wagons and carriages comprising of two pairs of C-type controlarm (5 a, 6 a; 5 b, 6 b) for out-board application and two pairs ofC-type control arm (5′a, 5′b; 6′a, 6′b) for in-board application made ofM.S. fabrication or cast steel, by two pairs of fabricated adopter (7)is connected to said control arm by means of welding or rivetting orhuck bolting, said fabricated adopter is provided with rubber spring asprimary suspension, said two pairs of ‘C’-type control arms areconnected to each other by means of cross struts (9) and pins (10). 2.An improved bogie control arm as claimed in claim 1 wherein the‘H’-frame bogie comprises a pair of side frames (1 a, 1 b) and a bolster(2).
 3. An improved bogie control arm as claimed in claim 2 wherein saidside frames are mounted over the axle boxes(4) of the wheels and axles(3 a, 3 b).
 4. An improved bogie control arm as claimed in claim 1wherein each axle (3 a, 3 b) is provided with a pair of C-type arms forout-board application (5 a, 5 b; 6 a, 6 b).
 5. An improved bogie controlarm as claimed in claim 1 wherein two C-type arms for in-boardapplication (5′a, 6′a; 5′b 6′b) one at top (5′a, 5′b) and the other atthe bottom (6′a, 6′b) comprises the control arms for each axle (3 a, 3b).
 6. An improved bogie control arm as claimed in claim 1 and 5 whereintwo pairs of ‘C’ type control arms, both for out-board or in-boardapplication are connected by two numbers of cross struts (9) and pins(10).
 7. An improved bogie control arm as claimed in claim 6 wherein thecross struts are provided with a pair of screwed type eye ends (12) andnuts (13,14) and back nuts (15) for adjustment of two pairs of C-typecontrol arms for out-board application (5 a, 6 a; 5 b, 6 b) and forin-board application (5′a, 6′a; 5′b, 6′b).
 8. An improved bogie controlarm as claimed in claim 7 wherein the eye ends (12) are fitted withspherical bearings (11) to control the level differences of the axles (3a, 3 b).
 9. An improved bogie control arm as claimed in claim 1 whereinsaid adopter (7) are provided with rubber spring as primary suspensionhaving different stiffness for longitudinal and lateral direction forimproved riding characteristic of the bogie.
 10. An improved bogiecontrol arm for steering of wheels and axles of the bogie as hereindescribed and illustrated with the drawings.